Car-fender



2 Sheets-Sheet 1. S. ELLISON.

(No Model.)

CAR FENDER.

No. 553,155. Patented Jan. 14, 1896.

ANDREW B.GRAHAM. PHOTO-UTN D,WASH|N (HON. D C

2 Sheets-Sheet 2.

(No Model.)

S. ELLISON.

GAR FENDER. No. 553,155. Patented Jan. l4, 1896.

FIC7".

UNITED STATES PATENT OFFICE.

STEELE ELLISON, OF PHILADELPHIA, PENNSYLVANIA.

CAR-FENDER.

SPECIFICTION forming part of Letters Patent N o. 553,155, dated January 1 4, 1896. Application filed October 28, 1895. Serial No. 567,165. (No model.)

To all whom it may concern:

Be it known that I, STEELE ELLISON, a cilizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Car-Fenders, of which the following is a specification.

The object of my invention is to construct a fender especially applieable for use in connection with motor-driven cars in such manner that it will readily pick up a person that is on the track and which is further adapted to yield suffieiently and thus prevent in a great measure any injury to the person picked up.

A further object of the invention is to so arrange the parts of the fender that when the body falls upon the same the forward end of the fender will be raised and thus prevent the body from rolling out.

Referring to the accompanying drawings, Figure 1 is a side view of my improved fender attached to acar, the fender being in the operativo position. Fig. 2 is a view showing the fender in the position it assumes after it has picked up a person. Fig. 3 is a view showing the fender raised against the dasher of the car. Fig. 4 is a plan view of the fender, and Fi g. 5 is a diagram view showing the arrangement of the lifting-cords.

A is the body of the car, a the platform, and o the dasher.

Depending from the body of the car are the hangers 13 B, and adapted to these hangers at each side of the car are carrying-bars D, to which are pivoted at d the side bars e e of the frame E, which con'sists of these side bars and the cross-bar e. This cross-bar e is covered with yielding material, such as rubber, forming a cushion c as shown. On the bars D are springs d, confined between the rear hanger B and a collar d secured to each bar, so that if the fender should strike a body or other obstruction on the track the springs will yield, thereby reducing the shock to a minimum. Secured to the forward end of the bars D are vertical standards D, one at each side, and the outer end of the frame E is connected to these standards by the jointed rod F, consisting of the links ff at each side, which form a supporting member as well as a side guard for the fender.

Extendin g from one standard D to the other is a bar G, having at each end a head g, adapted to slide vertically upon the said standard, the bar being supported normally by the springs G on the standards iu the position shown in Fig. 1.

Secured to the bar G and.extending to the forward end of the frame E is an apron II, which is of snffieient strength to support the weight of a person falling onto the same. This apron maybe made of any suitable fabric, but preferably of wire-netting, which should be pliable or elastic enough to conform to the shape of the person to a certain degree.

When a person falls onto the apron, the springs G and d will give downwardly and rearwardly respectively, thus breaking the shock of the fall to a considerable extent. The frame E will tilt, as shown in Fig 2, in proportion to the depression of the sprin gs G and thus retain the person upon the apron.

In order to readily raise the frame E against the dasher of the car, I connect said frame at l; i to cords or chains 1:, which pass around pulleys 'i mounted on top of the standards D, and around pulleys 75 L' on the dasher of the car to astirrup I within easy reach of the operator, so that the operator by placing his foot upon the stirrup and bearing his weight upon the same can raise the frame E to the position shown in Fig. 3.

I prefer to make the frame of my improved fender of tubing, and the construction is therefore comparatively inexpensive.

As may be seen on reference to the drawings, the fender is adapted to yield both longitudinally and vertically, thereby lessening the shock when striking a person, and is further adapted to retain the body when once picked up.

I claim as my invention 1. The combination of a car fender, a car, the hangers B thereon, the bars D D adapted to said hangers, a frame E pivoted to said bars, standards D projecting from said bars, a cross bar Gr adapted to slide on the standards, Springs on the standards supporting the said bar G, with an apron extending from the bar G to the forward end of the frame E, substantially as specified.

2. The combination of a car fender, a car, the hangers B, the bars mounted in said IOO hangers, springs en said bars, standards D pr0jecting upward from each bar, a frame E pivoted to the bars, links f f connecting the outer end of the frame With the standards, a cross bar G adapted to slide on the standards, Springs on the standards adapted to support the said bar and an apr0n extending from the 0uter end of the frame to the said bar Gr, substantial1y as described.

3. The combination of a car fender, the bars D supported by the car, the frame E pivoted to the bars, standards, Springs on said standards, a cross bar G mounted on the springs adapted to slide on the standards, connecting links f f, With a lifting cord i attached to the frame E and extending over the pu11eys to a stirrup mounted on the platform of a car Within easy reach of the operator, substantially as described.

In testimony where0f I have signed my name to this specification in the presence of two subseribin g witnesses.

STEELE ELLISON.

Witnesses:

FRANK E. BECK1OLD, Jos. H. KLEIN. 

